Lubricating system for internal-combustion engines



I U. P. HOLLISTER. LUBRIC ATING SYSTEM FOR INTERNAL comausnom ENGINES.

I Y APPLICATION FILED OCT.3I, I918- 1,403,957, 7 Patented. Jan. 17, 1922.

5 SHEETS-SHEET l- Inve ntor:

Clanenoe I? (1161 l iater.

C. P. HOLLISTE'R.

M FOR INTERNAL COMBUSTION ENGINES.

LUBRICATING SYSTE APPLICATION FILED OCT. 31, I918- PaIented Jan. 17, 1922.

5 SHLETS-SIIEET 2- Inventor.-

Clakence RMlliaten 1 tty.

C. P. HOLLISTER. LUBRICATING SYSTEM FOR INTERNAL COMBUSTION ENGINES. APPLICATION FILED OCT.31, 1918.

1303357, Patented Jan. 17,1922."

lIIII/III III - lnaentar W/ Cl PJi zzzs-t C.P. HGLLISTER. LUBRICATING SYSTEM FOR INTERNAL comsusnow' ENGIN APPLICATION men obnsx. 1918.

I Patented Jan. 17, 1922, 7 E 9. 5?;HEETSSHEET 4- c P. HOLLISTER. LUBRLCATIHG SYSTEM FOR INTERNAL COI'HBQSTION ENGEHES.

APPLICATION FILED OCTIZS, 19H}- i ss PATENT fll l lfllii Application: filcfl Gc'co'ber 31, 1918.

smirl, "CLARENCE P. ii'lOLLIS- u the United Smiles, residing the county of New York W York, have invented cer- 'uprovcmcnts in Lubri- Incerual-Combustion Envhe following e specificarels'i-ee lo the lubrication meal combustion engines 38. iiivei'itioii is so provirle 11 which wil always ensupply ofliibricatiug oil to he s'eeve valves and in which his in she system is automatitoprovide a uniform supply cohrliiions of load and at all. rosary sleeve-valve is recogrimerior in many respects h s but difficulty has in. the msiter of proper 1 revision was mucle for iiuring high speed and v upon the engine; the great when the engine r operating under light running (lOWIl grade, which Ofiillllg of'oil which caused smoke to be discharged from jclroti-le Wes afterward of lubrication oil to the s oi "the slceve-valve will he i'zhe following description the accompanying drewigure 1 is side elevation no embodying my invention; Fig. "i transverse sectional view on o" l; 3 is a fragvstion "when from the side I 4 is an enlarged dew showing the oil supply uml to the engine crank 11 cnlzuhged detail seciionul )rolacu away. of the oil pres TV I 6 mil 7' are side elevafihe sleeve valves, Fig. 8, is view of one of the sleeve is e. Tragmentary sectional or casing; Fig. 10 is specification of Letters Patent.

F03 INTERNAL-COMBUSTIGN EZLGII'I Patcnteel Jam 1"".

Serial No. 269,502.

a cross sectional View on the line. 10-10 of Fig. 2; Fig. 11 is a side elevation, partly in section of one of the compression shells; 12 is a developed diagram of the some; Fi 13, is a plan view of one of the bearing" thrust rings for the sleeve val ves; and 14 is a top plsn view of one of the annular supporting flanges cousfir lug thrust seals for the bearing rings. 7

The main features of -;l.e ei'l 'iue illustrated in the draw" ill I Llfiscribed in my application, Serial ['0 21%),"22 filed Feb. 28, 1918. The w L i pump 10 and oil pump 1]., are co- 7 e suitable gearing with the timing; shay" which is (lriven from the engine crank shaft 15 and connected by WOl'El'l-{fGZLI'S 13 with the gears 14 of the sleeve valves. The oil is lifted by the pump from the oil well 16 in the pan or sump 17 through the chanue 18 and forced into the main distributing oil passage 90, extending longitudinally i th engine, in the manner set forth in my application filed January 7, 1919, Serial No. 270,005. The oil passes from the main pus sage 20 through the hollow standards, 2%, to she crank-shaft bearings 26, 2?.

In my application Serial No. 21%" l have disclosed a method of lubricating the outer peripheral surfaces of the vuvcs. In order to constantly lubricate the inner "ices or surfaces of the upper port'seciious of the sleeve valves 30 which engage outer peripheral surfaces or" the conipi sleeves, I provide ducts within the Walls of the valves for conveying oil under pressure to these surfaces. These ducts ci'u'isis'b of smell tubes 31, embedded Within the Walls when the valves are cast or en l lc l in grooves which may he filled with metal flush with the surface as illusu'rzr'coil in. Fig.2. 9. They do notiuteziere with the cxlerual oil grooves which exeend lhereover. The upper ends of these iubes terminate in open ings 31 32* upon the inner peri 'ihery of the valves, while the lower ends icrzuinuec in slots 31, 32 in the bottom of the 'alve Walls. The bearing 111153386 upon which the sleeve valves rest are .roviclcil with sucr- 1 7 t-ures 36 for the passage or 011, endwhich ali n wish the slots 31". 32" clurino each t; b

revolution of the valves, he annular sup-- porting flanges 37. constituting the thrust,

seats for the hearing rings are proviclecl with annular grooves 38, which. are in I ment with the oil passages 36 in the bearing rings, these grooves being constantly supplied with oil through the ducts 39, which intercept the oil channels in the crank shaft bearing standards 24, 25, in which the oil is maintained under pressure from the main 47, extending alternately 'from opposite edges partially across the ring; the slot or slots extending from the upper edge being shut 0H or closed by means of a closure plate 48 fitted into a transverse slot in the rin The inner surface of the sleeve ma be provided with threads, preferably of. squared section, to engage corresponding threads upon the exterior wall of the depending cylinder head 50. The compression ring maybe held static-nary by means of a pin 51 secured in the head and having a. pro ectmg end entering an aperture in the ring. When the cylinder head with the 'surrounding compression ring 40 is inserted within the sleeve valve, it is necessary to slightly compress the ring and it then springs outwardly into close contact with the inner walls of the valve.

It will be appreciated by engineers that it is quite important to keep the engaging surfaces of. the compression ring and sleeve valve well lubricated upon either side of the intake and exhaust ports. I provide the compression rings with a series of closely adjacent vertical grooves 56, which form little receptacles for oil and also for any particles of carbon that may be deposited. The oil is taken up by the inner surface of the sleeve valve which revolves in the direction of the arrow in Fig. 12, so that the oil becomes distributed over the entire contacting surfaces of the valve and the ring. The oilalso serves to prevent the carbon particles which collect in the grooves from becoming hard.

In my prior application, Serial No. 270,- 005, I have described one method of supplying oil to the grooves 56 and in the pres- .ent case I employ another method which may be used either alone or in conjunction with said previously disclosed method. ,I provide short transversely arranged grooves 60, 61 in the compression rings which may extend into the vertical series of grooves 56 upon the right or leading side of the intake port. These short grooves 60, 61 are in the path of travel of the oil duct openings 31, 32 respectively, and constitute oil sup ply-pockets, the function of which will now be apparent.

Oil is maintained under pressure by the oil pump in the main oil channel 20 and in the branch oil passages in the crank bearing standards 24, 25, and from these through the'ducts 39, so that the oil in the annular channels 38, in the sleeve-valve thrust seats is constantly maintained under pressure. Accordingly whenever the oil coll cting grooves 31?, 32 in the bottom rim or base of the valves, pass over the holes or passages 36 in the bearing rings, oil is forced into the oil tubes or ducts 31, 32 in thevalve walls. The oil passages 86 are so placed that the oilcollecting'grooves 31 and 39. will pass thereover, and the outlets 31 and -32 will alternately register'with the oil pockets 60 and 61, during the exhaust periods. The oil pressure is sufiicient to force oil into the pockets and along the connecting grooves 56, overcoming the outward pressure of the exhaust gases. During the intake periods; the suction of the intake draws the oilinwardly from the pockets 60, 61, which were filled asthe outlets 31, 32 passed over them, and is spread along the grooves 56, from'whichit is distributed over the walls of the revolving valve.

I have found that the method above described furnishesan adequate supply of oil to form a film of oil over the contacting surfaces of the compression ring and sleeve valve, but the supply is liable to be too great under light loads with the throttle partly closed, as when the machine is running upon adown grade, or when running slowly, because the increased vacuum caused thereby produces an increased suction which draws too much oil through the oil ducts. As is well known,'too much oil supplied to the valve surfaces causes the engin to emit dense smoke from' the exhaust as soon as the throttle is again opened to speed up the engine.

For this purpose. Icontrol the pressure maintained by the oil pump 12 by connecting the main oil passage 19 1eading from the oil (pump 11, with a by-pass or branch 19*, lea ing to a valve casing 21, having a passage controlled by a spring-pressed check valve 1 22, and an outlet 23, opening into-the oil pan. Access to the valve casing may be had by removing the plate 21. When the throttle 70, controlling the passage from the carbureter 71 to the intake manifold 72, is in open position, the spring 22 holds the valve 22 against its seat with justsufiieient pressure to resist the normal oil pressure and opens to relieve the. pressure. u 11 any increase by permitting oil to flow t rough the. relief outlet 23. 4 As the throttle is moved toward the closed position,

the vacuum in the intake is'increased thus creating an' increased suction which tends to draw more oil through the duct 31. I, therefore, reduce the pressure ma a in the oil passages by decreasing valve 22, in proportion to the increase in the vacuum or. suction in the intake caused by the closing movement of the throttle 70. For this purpose I adjust the plate or ring.75 toward or from the valve 22, by securing it to a rod 76, carrying the-cam member 77, which cooperates with the cam member 78, fixed to the-bearing sleeve 79, iSOzi-i vanes or retract the red as it is rotated.

By connecting the rod through the arm 80' I and link 81, with the bell-crank 82, on the shaft of the throttle, the pressure of the spring 22 on the relief valve 22, is automatically varied in accordance with the pesition of the throttle, the latter being controlled in the usual manner by the throttle lever 8+1 on the. steering wheel of the vehicle. The parts are shown in Fig. 5 in the retracted position corresponding with a closed throttle, so that the minimum pressure is exerted by the spring upon the relief valve 22 and consequently the minimum pressure is maintained in the oiling system.

The operation of my lubricating system will he understood from the foregoin detailed description of parts and its ac vantages will be appreciated especially by en gineers familiar with the construction and operation of internal combustion engines of the sleeve valve type. It will be understood that various changes and modifications of the construction 'may be made Within the scope of. my claims and for the purpose of carrying out my invention;

1. A lubricating system for thesleeve valves of internal COXllbUElflBIi engines, comprising a tubular oil duct extending from the base of the sleeve valve to a point in the upper peripheral surface thereol and means for supplying oil under pressure to the lower end said duct.

2. Alubricatinp system for the sleeve valves of internal combustion engines, com prising a tubular oil duct extending from the base of the sle ve valve to a point in the upper peripheral surface thereof, means for supplying the lower end if said duct with oil under pressure, and means for varying the oil pressure in accordance with changes in the position ofthe engine throttle, said means being provided with an automatic relief valve operating upon an excess pre sure.

extending throi'ig'h the wall of the sleeve valve from an aperture in the base to an seat and is provided with passe sleeve valves and the station ry cernpress A lubricating system for supplying oil .to -the contacting ralves and compression rings of internal opening in'the' peripheral surface hcieo a groove or oil pocket in the periphery o the compression ring in the path of said opening during the rotation of the valve,

and means for supplying oil under pressure to said aperture.

4. A lubricating system for supplying; oii to the contacting surfaces between e valves and compression rings or internal combustion en ines, comprisingan oil duct extending through the wall of the sleeve valve from an aperture in the base to opening in the peripheral surface thereof, a groove or oil pocket inthe periphery of the compression ring in the path of said ing during the rotation o1 the valve, a tllWlSlI- seat for valve having an oil adapted to communicate with the apart in the base of the valve, an oil passage or channel having communication with said oil groove and means for supplying said oil passage with oil under pressure.

5. A lubricating system as defined ii i. in which a hearing is inter os tween the base of the valve the communication between the oil' i, the aperture in the valve base.

5. luhricatingg system de claim 4, in which means is provh varying the oil pressure inuccord-ince v. the changes in the position of throttle, said means being previded u ..h an. automatic relief valve operating upon excess pressure.

'7. A lubricating system for supplying to the engaging surfaces between the rings of internal c nihusti prising oil ducts (BA-tending; inrou, of the sleeve valvefr apertures in in" n to openings points above below ports in the periphery the valve,

forming oil pockets the periph l compression ring in the of said openings, a thru oil grooves, hearing tween saul seat and valve and having munications hetv: said apertures, an oil c connecting: with said oi supplying oil. under I p so v i,

COT

(ll l 8.

hannel having" a (h l groove, an oil pump in oil c In testimony whereoi: 1'. aiiix sig 

